At NTB of Canadaá publicó The preliminary report of the accident toéinmate of a CRJ-900 of Endeavor operating to Delta Air Lines on Toronto. Foto The Canadian Press
This preliminary report details the facts known to date on the accident occurred by the 17 February 2025 at Toronto/Lester B International Airport. Pearson. I saw oneón MHI RJ Aviation Group CL-600-2D24 (CRJ-900LR), Operated by Endeavor Air as flight EDV4819, sufferó A serious accident during landing. This document provides a summary of the events that led to the accident, gives themñsuffered by the aircraft and the initial findings of the investigationón carried out by the Canad Transportation Security Boardá (TSB). La informationón contained in this report is preliminary and isá subject to changes as the investigation progressesón.
PRELIMINARY REPORT OF DELTA CRJ-900 IN TORONTO
The 17 February 2025, I saw oneón MHI RJ Aviation Group CL-600-2D24 (CRJ-900LR), Operated by Endeavor Air (dba Delta Connection) as flight EDV4819, sufferó A serious accident during landing at Toronto/Lester B International Airport. Pearson (CYYZ), Ontario. The impact aircraftó The track with considerable force, what causedó the detachment of the right wing and the rápida promotionón of a fire. the grandfatherón, out of control, Volcó And slideó on the track in positionón inverted, generating a Ca sceneóethical and dangerous. Finally, The aircraft stopped near the intersectionótrack number 23 and track 15L. Rescue and extinci servicesónumber of fires (Arm) They immediately went to the accident site and managed to control the fire, además of starting evacuation workón of the occupants.
- Date and time: 17 February 2025, 14:12:43.6 (Hora isáEast of the east)
- Locationón: Toronto/Lester B International Airport. Pearson (CYYZ), Ontario, Canadaá
- operators: Endeavor Air (dba Delta Connection)
- aircraft: MHI RJ Aviation Group CL-600-2D24 (CRJ-900LR)
- Númere standard: 15194
- foodíbutt: N932xj
- Núflight grouper: EDV4819
- Andñto the aircraft: The right wing came offó of the fuselage at the time of the initial impact. The aircraft sufferedó bass ofñstructural when turning and sliding down the track, Finally being in positionón inverted. There was a significant fire that affectsó mainly to the right wing and others áaircraft areas.
- Víhonor: Of the 80 occupants (2 Flight crew, 2 cabin crew, 76 passengers), 21 were injured from diverse considerationón. Two of the injured suffered injuries that were classified as serious.
Summary of the flight
The EDV4819 Flightó Its journey at the Minneapolis-Saint Paul/Wold-Chamberlain International Airport (KMSP), Minnesota, USA, bound for Toronto/Lester B International Airport. Pearson (CYYZ). The takeoff is doneó at 12:47 (Hora isáEast of the east). The flight passedó No relevance incident during the cruise phase. The crewón receivedó la authorizationón to perform the approximationón of the instrument landing system (ILS) to the track 23 The cyyz. The landing reference speed (VREF) For the approximationón was from 139 knots. Nevertheless, During the final landing phase, The experimental aircraftó a yesúbito change in flight conditions, including ráwind sheaves, What complicó The maneuver.
At 14:12:40 (3,6 seconds before landing), When the aircraft was at a height of 15,2 M on the ground (AGL), Aerodin speedáMica indicated was 145 knots and speed with respect to the ground, from 112 knots. The descent speed hadíA increased to 25,4 m/my. The Sonora alert «fifty» of the improved proximity alert system (Egpws) sonó To indicate that the aircraft was at 15,2 M on the ground, which is an indicationón isáSeparated.
A second laterés (2,6 seconds before landing), sonó The alert «descent speed» del EGPWS, indicating a high descent speed. Aerodin speedáindicated mica of the aircraft was of 136 knots, its speed with respect to the ground, from 111 knots, And the descent speed hadíA kept around 25,4 m/my. The áangle of alabeo increaseó a 4,7° to the right. The engine thrust remained stable, approximately to 43 % N1.
At 14:12:42 (1,6 seconds before landing), Aerodin speedáindicated mica of the aircraft was of 136 knots and its speed with respect to the ground was 111 knots. The aircraft was slightly below the planning path, But in the visual segment of the approximationón and following the axis of the track. The descent speed hadíA increased to 1072 feet per minute (fpm) and the áAlabeo angle was 5.9° to the right.
Less than 1 second before landing, Aerodin speedáindicated mica of the aircraft was of 134 knots and its speed with respect to the ground was 111 knots. The áAlabeo angle was 7.1° to the right and the attitude of nod was 1° With the morro up. The registered descent speed was 1110 feet per minute (fpm).
At 14:12:43,6, The main landing train (MLG) RIGHT TOCó track. The aircraft was in an inclinationón of 7.5° right with 1° of inclinationsón of the nose up and an accelerationón vertical of 3 g, at a rate of descent of approximately 1098 feet per minute (18,3 feet per second).
upon landing, It happenedó the next: The side lounge attached to the right mlg fracturó, The landing train was foldedó, Raíz of the wing is fracturó Between the fuselage and the landing train, And the wing came offó of the fuselage, releasing a cloud of fuel that caught fireó. The exact sequence of these eventsún will be determinedá through an M testáS Detailed fracture surfaces.
The aircraft beganó then to slide down the track. The fuselage slidesó on the track 23, turning right until they are invested. A large part of the tail, including most of the vertical stabilizer and all horizontal stabilizer, I got offó During the turn.
Preliminary findings of the investigationón
The investigationóN preliminary of the Delta accident in Toronto has revealed the following key findings:
- IMPACT WITH HIGH Rédescent gale: The impact aircraftó The track with a réapproximately 1098 feet per minute (18.3 feet per second), What exceeds Lídesign mitesñor landing train.
- Landing gear fracture: The right main landing gear (MLG) sufferó A fracture at the time of the initial impact, specístay in la conxión of the lateral support to the landing train strut.
- Wing detachment: The right wing separatesó of the fuselage as a consequence of the impact and fracture of the landing train. The detachment of the provoc wingó free herón of fuel, what contributedó and la promotionón of the fire.
- Fire: There was a significant fire after the detachment of the wing and liberationón of fuel. THE FIRE CAUSó andñyou considerable to the aircraft, especially in him áright wing area.
- Inverted aircraft: After the impact and collapse of the landing train, The aircraft slidesó on the track and endó wolfándose, being in positionón inverted.
- No activationón del ell: Despite being armed, The localization transmitteróemergency number (ELT) no are activeó During the accident sequence. This fact isá being subject to an investigationón más profound.
- Meteorol conditionsólogic: Meteorological conditionsógica at the time of the accident includedíFor strong winds with ráFagas and snow presence, What could have contributed to the difficulty of the landing maneuver.
ÁInvestigaci areasón and curso
The investigationón of the continuous accidentúA ongoing and isán Examining in depth various áareas to determine the exact causes and contributing factors. Some of the áInvestigaci areasón in progress include:
- Metal examúDetailed wealth of the wing structure and the components of the landing train to determine the fault modes and the integrity of the materials.
Revisionón of the certification processesón and aircraft maintenance, including the landing train and wing structure.
Análysis of evacuation proceduresóN and emergency exit, including the effectiveness of emergency exits and challengesífaced by the occupants during the evacuationón. - Evaluationón of the structure and the designñor from the flight cabin door, así as the secondary exit route of the flight cabin.
- AnáLisis of Télanding cyanic, the hard landings and the formationónumber of pilots, including the crew responseón to wind and manage conditionsón of the descent speed.
- researchón of the obstructions and impediments that could have hindered evacuationón of the cabin once the aircraft remainsó Inverted.
- Evaluationón of the organizational and management factorsón that could have influenced the accident.
- Revisionón from formación of the flight assistants and their performanceñor during the emergency.
- AnáLisis of the coordinationón in emergencies between the crewón, tr driversáI'm theéinmate and emergency services on land.
- Evaluationón of the actions of the ARFF and of the PersonéEMERGENCY CNICétips (EMT) After the accident, including the effectiveness of the response and the managementóN of the emergency.
Canad Transportation Security Boardá (TSB) Eastá Leading La Investigación with collaborationón of other relevant organizations and agencies, including Canada Transport, The National Transportation Security Board of the United States (NTSB), la Administrationón Federal Aviationón (FAA), Delta Air Lines, Endeavor Air, MHI RJ Aviation Group, GE Aerospace, the Associationón of pilotos of líneas Aéreas, Collins Aerospace and the AssociationóN Flight-Cwa Auxiliary N. The main objective of the investigationón is to determine the causes of the accident and formulate security recommendations to prevent future similar incidents and improve transportation security toéreo.
You can read the preliminary report on this link: https://www.tsb.gc.ca/eng/rapports-reports/aviation/2025/a25o0021/a25o0021-preliminary.html
